Distributing-valve for air-brakes.



S. G. NEAL.

DISTRIBUTING VALVE FOR AIR BRAKES.

APPLICATION FILED JUNE7, L910.

: 1,012,693. Patented Dec. 26,1911.

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S. G. NEAL. DISTRIBUTING VALVE FOB AIB BRAKES.

APPLICATION FILED JUNE 7, 1910.

Patented Dec. 26, 1911.

Be it knownthat I, SPENCER G. NHL, a citizeniof the United States, residing at Los I Angeles,.California, have invented a new and useful Distributing-Valve for Air- Brakes, of 1 W:l1-1Ch the following is a speciwficationu v The object ofthis invention is to lmprove upon the ainbraking apparatus described andclaimed in Patent No. 961,320, issued jointly to William,.H. Sheasby and myself of the present;

June 14;, 1910. ;The.valve controlling means patent, and is an im- 1 provement-thereover in respect to responding more [readily to smallvariations of air pressure, and in" being therefore 3 more positive in operation. -'-It is alsoexceedingly sirnpleinconstruction and yery inexpensive qtd manufacturer 1 Referring to; the .accompanyinor drawings 1*-\V1hl.Ch illustrate,the.invention, igure 1 1s a" vertical section on hne X of Figs. 2 and 3. Fig. 2'is a transverse section on line X --.of Figsaland ig. 3 is a vertical section v oniline X '-of.-:-;Figs. 1 and 2. Fig/51 is a sectional detail on line X in the main casing which will. -betermed the b r? b a i e i t is-in constant communica- 131011 with the train pipe port 3. Across the top-o'f said chamber 2fextends a movable abutment desirably "'phragm tij-Across the lower side of said consisting of the diachamber 'extends a" movable abutment 5 con- "sisti-ngof a diaphragm of a smaller'area.

thanj saitl'upp diaphragm Betwqen saidabutments' 4' and -de vice consisting,'in the embodiment of the invention illustrated in 5 1s a valve operating the drawings, of a yoke-6 having an upward extension 7 which '7 roject's throughdiaphragm' 4 and is pro- "vi'ded wi-tha disk'8 in contact with the lower sideofqsaid diaphragm. Said extension 7 iQsereW-threaded above the-diaphragm and is provided with a nut 9to clamp theldiajphragm tagaihst the. disk 8'therehy to make airt ightfconnection. JAt the lower end I Specificationpf Letters ratnt;

invention is adapted. to perform 'nearlygallthe functions of the appalratus set-*fort-hiin said *SPENGERGINEMJ o -Los 'ANGELES; cimnomviia, ASSIGNOR r0 "catrronmxvhsnvn Be n-c rms; 9 "F ews AP 's BZ Ie e I rrs'rmnurme-vnnvn FOR Ala-snakes.

said yoke 6 is provided with a disk 11, threaded stem 12 and a nut 14 to make an air tight connection with the lower diaphragm 5. Referring now to the means operate by said yoke 6 for supplying air to the brake cylinders during service application of the. brakes, one side of the case l-is rovided with a rectangular opening within whichisfitted an arm 15, sald arm being desirablyheld in place by cap screws 16 extending through a end of said arm, the casing being preferably provided with a counterbore 18 to allow said flange to seat below the surface of the wallof that side of the case, said side of the case being provided with for bolting the same to the auxiliary reservoir 21 a portion of which is shown. Arm is provided with municates'with another passage 23, communication between saidpassages 22{ and 23 being controlled Icy-graduating valve 24. Passage 23 leads to a passage 25 which extends through the arm 15 to av point near the outer end thereof thence downwardly; by means of a passage 26 which opens out through the inner side of thefla'nge 17 and is continued by means'of passages 27 and 28 to the brake cylinden: Between passages 23 -and 25 is a check valve 29 which permits air to flow onlytoward the brake cylinder as-indicated by the arrow in Fig. 3.

Graduating valve 2 1 is "provided with a longitudinal slot 31- through which extends a pin 32 the ends of which are made fast in each side of yoke ,6. When the yoke descends pin 32 engages the lower end of slot 31*andthereby moves valve 24 downflange 17 at the outer I flanged portions 19' a passage 22 which oomr Patented Dee'.26, 191 1. Application filed June 7, 1910. Serial No. 565,616.

Ward thus admitting air from the train pipe chamber 2 through passages 22, 23-, 25, 26, 27, and 28 to the brake cylinder. A spring 33 is providedto compensate for inaccuracies of adjustment between the emergency valve and the raduating valve. seen that if the graduating valve 24 was rigidly united 'with theyoke 6, the result would be that both valves would haveto be so adjusted as to be closed at the same time in order to avoid oneof the valvesbeing left open more or less on. account of the It will be.

other valve closing first. As-soon' as pin'32 leaves the'abottom of slot fij Pil l f ihql I I the valve to its seat. To the lower side of cap 35 is secured an inverted cup 36 desirably by means of cap screws 37. To the lower side of said cup is secured a cap-38, a diaphragm '39 being interposed between said cup and cap.

The passage 21 communicates with a passage or groove 41 formed in cap 35 and extending about half way around said cap. Said groove 41 communicates with a downwardly extending equalizing passage 42 which leads through diaphragm '39 and communicates with an equalizing chamber 43 within-cap 38. To diaphragm 39 is secured an upright stem 44 which extends upwardly through base of cup .36 and normally abuts against the lower end of stem 12. Saint stemis provided with a flange 44 against which diaphragm 39 is clamped by a nut 40. Within the base of cup 36 is a stufling box 45 through which the stem 44 extends to form an air tight fitting but to permit said stem to slide up and down through the bottom of said cup. Stem 44 could be formed in one piece with the stem 12 of the yoke;

I but for convenience in assembling said stems with each otherby means of a are preferably made separate, as shown.

Above diaphragm 39 is' an air space 46' which has free communication with the outer atmosphere through a vent 47 The upper diaphragm 4is held in place by cap 48 beneath which is an upper diaphragm chamber 49 which communicates with the in the base portion of the cap 48. A check valve 54 prevents air from fiowing'from the upper diaphragm chamber 49 to the'train pipe. chamber 2. The diaphragm chambers 49' and 51 are kept in free communication passage 55 (see Figs. 2. and 4) which communicates with the upper diaphragm chamber through a port 56 and with the lower diaphragm chamber through a port 57. I

Referring more particularly to Fig. 1, 59

is an emergency diaphragm which is clamped between the flanged base 61 of yoke 62 and the inner side of a cap 63, said cap, yoke and diaphragm being secured to the main case desirably by means of cap screws 64 as seen in Fig. 2. To diaphragm 59 is secured a horizontally extending stem 65 desirably by a nut-66, said nut clamping the diaphragm againsta disk67 formed around said stem 65. The inner portion 65 of said stem projects through the front end of yoke 62 and is slidably supported thereby. Said inner. end 65 extends in proximity to a beveled rise 68 formed on the side of yoke 6. When said yoke is in the upper position s'aid rise 68 forces the stem 65 to the left against a valve seat 69. The auxiliary reservoir pressure which is at all times in diaphragm chambers 49 and 51, may pass from thediaphr'agm chamber 49 through downwardly extending passages 71 and 72 so that when the valve 69 is not seated said-auxiliary reservoir pressure may enter a chamber 73 outside of the emergency diaphragm 59.

The means. will now be described for bringingthe' brake cylinder to full release. For this purposea releasediaphragm 75 is clamped beneath a cap 76, said diaphragm 75 being exposed on its inner .side to the tram pipe pressure in the main chamber 2 and on its outer side to. the pressure in a. chamber 77 beneath said cap 76. Asmall leakage passage 78 provides for gradually admitting thetrain pipe pressure to said chamber 77. Said diaphragm 75" is operatively connected with a slide valve 79 by 1neans of a stem-81 having a disk 82 afiixed thereto against which the diaphragm is clamped by means of a nut 83 on the inner side thereof. Said slide valve 79 establishes and cuts ofi' communication between passages 84 and '85, the former passage leading to the groove 41 which is in communication with the brake cylinder,'and the latter passage leading directly to the outer atmosf phere.

The operation is as follows: Assuming the parts to be in full release position as shown in Fig.1, there being no pressure'in the train pipe chamber 2 and the auxiliary reservoirs being empty, the train linepressure is raised thus increasing the pressure in the chamber 2 thereby forcing air 'hrough the charging passage 52 past the check valve 54 through passage '53 into the upper diaphragm chain ber 49 and charging the auxiliary reservoir through passage 50. At'the same time the air escapes from the upper diaphragm chamber out through port 56 by wayof passage 55 and out port 57 into the lower diaphragm chamber 51. Air may thus be admitted to the train pipe chamber 2, the diaphragm chambers-49 and 51, and the auxiliary reser-' voir, until the pressure has been raised in all of said chambers to, say one hundred pounds per square inch. At the same time air will escape from the train pipe chamber through leakage passage 7 8 to chamber 77 back of the diaphragm 75 so that an equal pressure will be built up Oh both sides of said .diaphragm.

Assuming the pressure to. have thus been built up, it will be seen that the pressures above and below both the upper diaphragm 4 and the lower diaphragm- 5 will balance .separately considered. The yoke 6 1s so.ad.-'

, result that, owing each, other in the. case of each diaphragm justed that when thepressures are as just statedfit' will occupy a sufliciently elevated os'ition'to'perm'it the valve 24 to be closed the'pjressure of, its spring 33, thus pre-' venting the ,t'rainpipe pressure from entering the brake cylinder. To niakea service application of the brakes under these condi tions, areduction may be made in the train pipe pressure as in present systems-of, for instance,ten pounds per square inch with the being of greater area than the lower. diaphragm 5, the reduced air pressure in cen-' tral chamber 2' will permit the pressure above the large'upper diaphragm 4 to predominate over or overcome that beneath the a to the brake cylinder,

municationwiththe equalizing chamber 43,

' will build up a pressure in said chamber besure until the pressure per neath the equalizing diaphragm 39, the'area of said low'efdiaphragm 39 being proportioned, so as to'enable the same to lift the stem 44 and close the graduating. valve 24- when the desired amount of air has been admitted. to the brake cylinder from the train pipe. Further reduction of the train pipe pressure will cause a repetition of the operation just described,"it being possible to thus continue to increase the brake cylinder pres- ,brak'e cylinders sure per square mob in the train pipe. After equalization between the train pipe and the brake cylinder ,has thus been secured, a fur:-

. ther reduction of the train pipe pressure will by reason of the dent. erate applicationof the auxiliarycause the brake 1 cylinder pressure chamber 73out'sid e1of the emergency diaphragm 59 to movesabd diaphragm inwardly, (the yoke G b sing at such time depressed bringing the rise; 68 out of the ,way of thereby will'unseat the valve stem and admit, auxiliary reservolr pressure to the groove 41 thence to the brake cylinder by Way ofv passages 27 and 28. It will be un-- derstood that this latter operation will be resorted to by the engineer for the emergencyappli cation of the brakes, and will also vocci'irin 'casethe train pipe becomes broken train parting or other acci the engineer desires to make a modreservoir pressure to the brake cylinders-he can do so by reducing the .trainpipe pressure only ,a few pounds'below the brake cylinder presstem l l and yoke rise 68 against the end of stem 65 and cutting.

, oif the auxiliary reservoir pressurefrom the the brake ,cylinder from escap ng to the upper-diaphragm 4 suddenness to cause of such release will be train pipe square inch inthe becomes equal to the presthe stem 65) and 'upon the end sure, and in such an event they auxiliary reservoir pressure Wlll increase the: pressure in the-equalization chamber L3 and willfraise 6 thus bringing the beveled brake cylinder causing pressure to be built up vin inverse proportion to the train pipe pressure. The check valve 29. (see 'Fi om the brake cylinder through passage 25 during the time the tram pipe pressure is below the brake cyIin-,

During the first reduction 'of the outer said diader pressure. train pipe pressure the pressure on side of diaphragm 7 5- '.will force 3) will prevent the air phragm inwardly before the leakage passage has time to .cause an equalization .of pressure on op osite sides of said diaphragm, thus brmging the slide valve 7 9 to a position in which said valve closes escape vto the outer atmosphere through the disfully recharge passage 85. In order to lease the brakes at anytime after a service application has been made, the pressure in the train pipe is increased with sufiicient I the diaphragm 75 to be moved outwardly and open the passage 85. before the air has time :the outer side of the diaphragm 7 5 equal to the train 1pipe pressure. When the engineer reduces-t e train-pipe pressure to cause release of air-from the train to the brake cylinders, the immediate-e ect to further reduce the tributing valve to aid in making a reduc- I to leak through. the passage 78 and build up a pressure onv sufliciently i'pe pressure by causingeach ,dls- 1 tion of the train pipe pressure, thus mak nga quicker and more uniform application of the brakes and causing a greater portion of the airwhich escapes If, at a time when to be put to useful work.

in the brake cylthere was' no air pressure, inder, and therefore none thus exhausting the air from the central chamber 2, theauxiliary reservoir pressure of stem: 65 would unseat the.

from the train pipe in the -chamber 73, the train pipe should suddenly break emergency valve and admit air from the auxiliary reservoir .to make an emergency application of the brakes. be'seen valve is not dependent upon the presence of any brakecylinder pressure. The amount of reduetion of-train pipe pressure necessary to make an application of the brakes can be predetermined by properly propor- It will therefore that the opening of the emergency tioning thediaphragms 4, 5 and 39 with re-' lation to each other. If the diaphragm 39 is enlarged'in'proportion to the diaphragms 4: and 5' the app bring'the valve to the lap position after a service application of the brakes;

liance will more quickly.

. tions may The foregoing description of the operation will enable those skilled in the art to understand the invention;- but a fuller and more elaborate statement'of the operations of a device which performs the same functrain pipe pressure and on the other side to auxiliary reservoir pressure and means 0 erated by said abutments to admit train pipe air to the brake cylinder to'make a service application of the brakes, said means being operated by brake cylinder pressure .to cut ofi'the air thus admitted tothe brake cylinder.

2. In braking apparatus, a valve, two

movable abutments of differential areas, a 'valve operating device operatively connected with said abutments to control admission of air from the train pipe to the brakes, said abutments bounding an area of train pipe pressure, and being exposed to. auxiliary reservoir pressure on the sides opposltesaid train pipe pressure, and means to' actuate said valve-operating device to lap said valve at predetermined brake cylinder pressure.

In braking apparatus, a casing con-' taining a chamber in communication with the train pipe, two movable abutments of differential areas each exposed on one side to the pressure in said chamber, valve-operating means'extending from one to the other of said abutments and movable with the same, the outer sides of .said abutments being exposed to auxiliary reservoir pressure, a valve operated by said valve-operating means to admit train'pipe air to the brake cylinder, and means to restore said valve to the lap position.

4 In braking apparatus, a casing containing a chamber 1n communication w1th the train pipe and two chambers in commu- "to thebrake cylinder to make nication with the auxiliaryreservoir, a movable abutment separating each of said chambers, which communicate with the auxiliary reservoir from the chamber which communicates with the train pipe, a member uniting said. movable abutments, a valve operated by said member to admit train pipe pressure service applications of the brakes, and another abutment exposed to brake cylinder pressure to lap said valve.

be had by reference to thepatent 5. In braking apparatus, a casing containing a train pipe chamber, two auxiliary reservoir chambers on opposite sides of said train pipe chamber, movable abutments of differential areas separating, said auxiliary reservoir chambers from said train pipe chamber, an emergency chamber, an emer gency abutment separating said emergency chamber from said train pipe chamber, a valve to admit air to the brakes to make service applications, means operatively connecting said oppositely disposed abutments to said valve, means operated by brake cylinder pressure to augment the opposition of the auxiliary reservoir pressure upon the smaller of said oppositely disposed abutments. to cut oil train pipe air from the brakes, and means operated by said emergency abutment to make emergency application ofthe brakes.

6. In braking apparatus, two movable abutments of differential areas, said abutments each being exposed on one side to train pipe pressure and on the other side to auxiliary reservoir pressure, a valve to admit air to the brakes for service applications, means operatively connecting said valve with said abutments and coupling said -abut-' ments together to move as one part, the auxiliary reservoir pressure on the smaller of said abutments tending to close said valve, and means operated by brake cylinder-pressure to cooperate with the auxiliary reservoir pressure upon said smaller abutment to close said valve after a service application of the brakes.

7. In braking apparatus, two movable abutments of differential areas, a casing inclosing a chamber in communication with the train pipe, said chamber'being bounded on opposite sides by said abutments, said abutments, being exposed on their outer sides to auxiliary reservoir pressure, a valve to admit train pipe pressure to the brake cylinder, means operativelyconnecting said abutments with said valve and with each other, and means operated by brake cylinder pressure to assist the auxiliary reservoir pressure and train pipe pressure to bring said valve to the closed position.

8. In braking apparatus, two-movable abutments ofldifl'erential areas, said abut-v ments each being exposed on one side to train pipe pressure and on the other side to.

auxiliary reservoir pressure, means operated by said abutments to admlt tram pipe air to the brake cyllnder to make servlce applications of the brakes by reduction ot' train pipe pressure while the train pipe pressure exceeds the brake cylinder pres; sure, an emergency valve, -means adapted foroperation by reductions of train" pipe pressure below brake cyllnder pressure to actuate'said emergency valve to admit auxv abutments of differential areas,

a valve operated by iliary reservoir pressure to the brakes, and

means'to cut 0s admission of air to the brake cylinder.

' i 9. In braking apparatus, two'movable to the brakes from the auxiliary reservoir,-

and means to actuate said valve-operating device to cut ofi' communication between the auxiliary reservoir and brake cylinder, said last named means operatively connecting said movable-abutments to move as one part. 10. In braking apparatus, two movable said abutments bounding an area of train pipe pressure and being exposed to auxiliary reser- V011 pressure on the sides opposite said train connecting means joining pipe" pressure, I

to move as onepart, aavalye said abutments' operated by said connecting means to ad* mit air to the brakes from the train pipe, an emergency abutment exposed on one side to train pipe pressure and on the other side to brake cylinder pressure, an emergency valve, means for bringing said connecting means and'emergency abutment into operative relation to said emergency valve, and

an abutment exposed to brake cylinder pressure to cooperate with the auxiliary reser- 4 voir pressure upon the smaller of said differential abutments to close both of said valves.

11. In braking apparatus, a casing containing a chamber in communication with the'train pipe, two movable abutments of differential areas ating means extending from one to the other of said abutments and movable with the same, the outer sides of said abut-ments being exposed to auxiliary reservoir pressure, said valve-operating means to admit train pipe air to the brakes, an emergency abutment exposed on one side to the pressure in said chamber and on the other side to brake cylinder pressure, an emergency valve operatively connected with said emergency abutment, and provided with a stem projecting into said chamber, connecting means uniting said differential abutments to move as one part, said connecting means being provided with a beveled face adapted to operate upon said stem of the emergency valve to close the same, and an abutment exposed to brake cylinder pressure to cooperate with the auxiliary reservoir pressure upon the; smaller of said v each exposed on one side 'to the pressure in sald chamber, valve oper- 12. In braking apparatus meansexposed to auxiliary reservoir pr are 'oppps'edfgto itself buttending to move sa d'Tmeans in one 'direction',sa-id means bein alsqfexpo'sedl to train'pipe'fpressure, which, noriiia y, the same inoperative v and be moy a reduction of train pipe pres direction which the auxilia' sure'tends "to move, the same,- eratively connected with said means to controlthe admission of air tothe brakes for service braking, and means operated ,by

13. In braking apparatus, means exposed itself but tending to move said'means in" one direction,,sa id means being also exposed to train pipe pressure which normally holds the sameinoperative andbeing movable by a reduction of train pipe pressure in the direction in which the auxiliary reservoir operatively connected with saidmeans to control the admission of train pipe air to train pipe pressure exceeds the brake cylinder pressure, an emergency valve exposed to auxiliary reservoir pressure. which may open said emergency -valve to supply auxiliary reservoir pressure to the brakes when the brake cylinder pressure is exhausted, and means operated by brake cylinder pressure to close said valve.

i 14. In braking-apparatus, means exposed to auxiliary reservoir pressure opposed to itself but tending to move said meansin one direction, said means being also exposed to train pipe pressure which normally holds re n he valve opbrake cylinder pressure to close said valve.

to auxiliary reservo1r pressure opposed to as pressure tends .to move the same, a valve the brakes for service braking while thethe same inoperative and being movable the direction in which the auxiliary reservoir pressure tends to move the same, a valve operatively connected with said means to control the admission of train pipeair train pipe pressure exceeds the brake cylinder pressure, anemergency valve, means exposed to the brake cylinder pressure which opens said emergency valve to supply auxiliary reservoir pressure to the brakes, and means operated by the brake cylinder'pres sure to close said valve. I

15. In braking apparatus, means exposed to auxiliary reservoir pressure opposed to itself but tending to move said means in one direction, said means being also exposed to train pipe pressure which normally holds a reduction of tram pipe pressure in the direction in which the auxiliary reservoir pressure tend to move the same, a-valv operatively connected with said means to the brakes for service braking while the by a reduction of train pipe pressure in .to the brakes for service braking whilethethe same inoperative and being movable by. v

control the admission of train pipe air to train pipe pressure exceeds the brake cylinder pressure, vand means moved in one d-irection by auxiliary reservoir pressure to opencommunication between the auxiliary 5 reservoir andbrake cylinder and moved in the reverse direction by brake cylinder pressure to out of such communication.

In testimony whereof I have hereunto signed my name inthe presence oftwox subscribing Witnesses at Los' Angeles, in the 10 county of Los Augeles and State of Cali fornia, this 31st day of May, 1910.

- SPENCER G. NEAL. Witnesses ALBERT H. MERRILL. JOHN N. YORK. 

